EN 15273-1

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ICS 45.02

NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW

Railway applications —

Gauges

Part 1: General — Common rules for

infrastructure and rolling stock

0

Copyright European Committee for Standardization Provided by IHS under license with CEN

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--`,,```,,,,````-`-`,,`,,`,`,,`---This British Standard was published under the authority of the Standards Policy and Strategy Committee on 31 May 2010 © BSI 2010

ISBN 978 0 580 55703 3

Amendments/corrigenda issued since publication

Date Comments

National foreword

This British Standard is the UK implementation of EN 15273-1:2009. The UK participation in its preparation was entrusted by Technical Committee RAE/1, Railway applications, to Subcommittee RAE/001/-/12, Railway applications – Gauging.

A list of organizations represented on this committee can be obtained on request to its secretary.

Gauging practices used in Great Britain are documented in Railway Group Standards, published for the GB main line railway industry by Rail Safety and Standards Board Limited (RSSB), www.rssb.co.uk. Railway Group Standards are freely available from

www.rgsonline.co.uk.

The gauging practices used in Great Britain diverge significantly from the International Union of Railways (UIC) gauging practices used in much of the rest of Europe. Although BS EN 15273 Railway applications – Gauges defines a number of different gauging methodologies and applications, the underlying philosophy is that of the UIC method of gauging, which depends on the use of reference profiles. It should be noted, therefore, that BS EN 15273 and Railway Group Standards sometimes use the same terms, but with different meanings. The terminology used in one cannot therefore be used to interpret the requirements of the other.

National Annex NA gives the definitions used in Great Britain for some of the key terms used in BS EN 15273.

Except where a decision has been made to adopt standard European gauges and to use the associated gauging techniques documented in BS EN 15273, the gauges and gauging practices used on the GB main line railway should continue to be those documented in Railway Group Standards.

BS EN 15273 should be used where a decision has been made to adopt standard European gauges, and to use the associated gauging

techniques.

This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application.

Compliance with a British Standard cannot confer immunity from legal obligations.

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--`,,```,,,,````-`-`,,`,,`,`,,`---NORME EUROPÉENNE

EUROPÄISCHE NORM

December 2009

ICS 45.020

English Version

Railway applications - Gauges - Part 1: General - Common rules

for infrastructure and rolling stock

Applications ferroviaires Gabarits Partie 1: Généralités

-Règles communes à l'infrastructure et au matériel roulant Allgemeines - Gemeinsame Vorschriften für Infrastruktur Bahnanwendungen - Begrenzungslinien - Teil 1: und Fahrzeuge

This European Standard was approved by CEN on 3 October 2009.

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN Management Centre or to any CEN member.

This European Standard exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.

EUROPEAN COMMITTEE FOR STANDARDIZATION C O M I T É E U R O P É E N D E N O R M A L I S A T I O N E U R O P Ä I S C H E S K O M I T E E FÜ R N O R M U N G

Management Centre: Avenue Marnix 17, B-1000 Brussels

worldwide for CEN national Members.

Ref. No. EN 15273-1:2009: E

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A.1 Static gauges ...99

A.2 Kinematic gauges...100

A.3 Dynamic gauges ...101

A.4 Uniform gauges ...101

Annex B (normative) Reference profiles and associated rules for static gauges ...102

B.1 Static gauges G1 and G2 ...102

B.1.1 Upper parts of static gauges G1 and G2...102

B.1.2 Lower parts of static gauges GIS1 and GIS2...104

B.2 Static gauges GA, GB and GC ...107

B.2.1 Lateral part ...107

B.2.2 Static reference profiles for the upper parts ...107

B.2.3 Associated rules...108

B.3 Static gauge GB1 and GB2 ...110

B.3.1 Lateral part ...110

B.4 Static gauges OSJD ...113

B.4.1 General comment ...113

B.4.4 Static reference profiles for the lower parts ...116

B.5 Static gauge for the upper parts of W6a ...118

B.5.1 Static reference profile for the upper parts of W6a ...118

B.5.3 Taking the roll into account ...119

B.5.4 Infrastructure allowance in the transverse direction...119

B.5.5 Vertical geometric overthrow upwards and vertical allowance of the infrastructure ...119

B.5.6 Vehicle allowances in the transverse direction ...120

B.5.7 Vehicle allowances in the vertical direction ...120

B.6 Static gauge for the upper parts of UK1 [B] ...120

B.6.1 Static reference profile for the upper parts of UK1 [B]...120

B.6.3 Taking the roll into account ...121

B.6.4 Infrastructure allowance in the transverse direction...121

B.6.5 Vertical geometric overthrow upwards and vertical allowance of the infrastructure ...121

B.6.6 Vehicle allowances in the transverse direction ...122

B.6.7 Vehicle allowances in the vertical direction ...122

B.7 Static gauge FIN 1 ...122

B.7.1 General comment ...122

B.7.2 Static reference profile for the upper parts ...122

B.7.4 Position of the platforms ...124

Annex C (normative) Reference profiles and associated rules for kinematic gauges ...126

C.1 Kinematic gauges G1 and G2...126

C.1.1 Upper part of gauges G1 and G2 ...126

C.1.2 Gauges of the lower parts of GIC1, GIC2 ...128

C.2 Kinematic gauges GA, GB and GC ...131

C.2.1 Lateral part ...131

C.2.2 Kinematic reference profiles for the upper parts ...132

C.2.3 Associated rules...132

C.3 Kinematic gauges GB1 and GB2 ...134

C.3.1 Lateral part ...134

C.4 Kinematic gauge GIC3 ...137

C.4.1 Upper parts ...137

C.4.2 Reference profile for the lower parts...137

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C.5 Kinematic gauge FR3.3 ...138

C.5.1 Lateral part ...138

C.5.2 Kinematic reference profile for the upper parts ...138

C.5.3 Associated rules ...139

C.6 Kinematic gauges BE1, BE2 and BE3 ...140

C.6.1 Lateral part ...140

C.6.4 Kinematic reference profiles for the lower parts...144

C.7 Kinematic gauges NL1 and NL2 ...145

C.7.1 Reference profiles of kinematic gauges NL1 and NL2...145

C.8 Kinematic gauges PTb, PTb+ and PTc ...146

C.8.1 Lateral part ...146

C.8.3 Taking the roll into account...149

C.8.4 Vertical geometric overthrow upwards and vertical allowance of the infrastructure ...149

C.8.5 Kinematic reference profiles for the lower parts...149

C.8.6 Vertical geometric overthrow downwards and vertical allowance of the infrastructure ...150

C.9 Kinematic gauge DE1 ...150

C.9.1 General...150

C.9.2 Kinematic reference profiles ...151

C.10.1 General...153

Annex D (normative) Reference profiles and associated rules for dynamic gauges ...158

D.1 Dynamic gauge SEa and SEc ...158

D.1.1 Dynamic reference profile SEa...158

D.1.2 Dynamic reference profile SEc...159

D.1.3 Associated rules ...160

D.2 Dynamic gauge for the lower parts of W6a...161

D.2.1 Dynamic reference profile for the lower parts of W6a ...161

D.2.3 Infrastructure allowances in the transverse direction ...162

D.2.4 Infrastructure allowances in the vertical direction...162

D.2.5 Vehicle allowances in the transverse direction...163

D.2.6 Vehicle allowances in the vertical direction ...163

D.3 Dynamic gauge UK1 ...163

D.3.1 Dynamic gauge for the lower parts of UK1[A] ...163

D.3.3 Taking the roll into account...165

D.3.5 Infrastructure allowances in the vertical direction...165

D.3.6 Vehicle allowances in the transverse direction...165

D.4 Dynamic gauges for the upper parts of UK1 [D] ...166

D.4.1 Basic principle ...166

D.4.2 Dynamic reference profile for the upper parts of UK1[D]...167

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D.4.5 Infrastructure allowances in the vertical direction ...168

D.4.6 Vehicle allowances in the transverse direction ...168

Annex E (normative) Uniform gauges ...169

E.1 General information on gauges GUC, GU1, GU2, UK1[D] and Z -GČD ...169

E.2 Uniform gauge GU1...169

E.2.1 Basic data...170

E.3 Uniform gauge Z -GČD...171

E.3.1 Uniform reference profile...171

E.3.2 Basic data...173

Annex F (normative) Specific rules in the vertical direction ...174

F.1 Passing over link spans onto ferries...174

F.2 Marshalling humps...175

F.2.1 Agreement for the gauges of group G1, G2, GA, GB, GB1, GB2, GC, FR3.3, BE1, BE2, BE3, … ...175

F.2.2 Other agreements...178

Annex G (normative) Geometric overthrow to be considered in the additional overthrows for the turnouts ...180

G.1 General ...180

G.2 Turnout laid on a straight track ...180

G.2.1 Overthrow on the turnout route ...180

G.2.2 Overthrow on the through route ...181

G.3 Turnout laid on a curved track ...182

G.3.1 Overthrow on the turnout route ...182

G.3.2 Overthrow on the through route ...183

Annex H (normative) Rules relating to pantographs...185

H.1 Catalogue of standard heads ...185

H.2 Reference vehicle parameters ...185

H.3 Electrical insulating allowances ...186

H.4 Characteristics of the collection system ...186

H.5 Specific cases ...187

H.5.1 Pantograph gauges linked to gauges BE1, BE2 and BE3...187

Annex I (normative) Rules relating to access steps and platform installation ...189

I.1 Actual and conventional gap between step and platform...189

I.1.1 Position of the platforms ...191

I.1.2 Position of the steps ...194

Annex J (informative) Widening of the vehicles as a function of the possibilities offered by the infrastructure ...196

J.1 General ...196

J.2 Possible gain on the track centre side...196

J.2.1 Basic principle ...196

J.2.2 Application ...198

J.3 Possible gain on the structure side...199

Annex K (normative) Application of the probability theory in conjunction with the limit values taking into account the oscillations and dissymmetry in the determination of allowance M1...200

K.1 Introduction...200

K.2 Reminder of some principles of the probability theory...200

K.3 Taking into account oscillations and dissymmetry in the determination of allowance M1...201

K.3.1 Additional comments ...202

Annex L (informative) A–deviations...204

Bibliography...206

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Foreword

This document (EN 15273-1:2009) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN.

This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by June 2010, and conflicting national standards shall be withdrawn at the latest by June 2010.

Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN and/or CENELEC shall not be held responsible for identifying any or all such patent rights.

This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive(s).

According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and the United Kingdom.

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Introduction

This document is the first of a series of threeparts of the European Standard covering gauges:

 Part 1 covers general principles, phenomena shared by the infrastructure and by the rolling stock, reference profiles and their associated rules;

 Part 2 gives the rules for dimensioning the vehicles as a function of their specific characteristics for the relevant gauge and for the related calculation method;

 Part 3 gives the rules for dimensioning the infrastructure in order to allow vehicles built according to the relevant gauge taking into account the specific constraints to operate within it.

This standard defines the gauge as a one-to-one agreement between infrastructure and vehicle.

The aim of this standard is to define the space to be cleared and maintained to allow the running of rolling stock, and the rules for calculation and verification intended for sizing the rolling stock to run on one or several infrastructures without interference risk.

This standard defines the responsibilities of the following parties: a) for the infrastructure:

1) gauge clearance,

2) maintenance;

3) infrastructure monitoring.

b) for the rolling stock:

1) compliance of the operating rolling stock with the gauge concerned;

2) maintenance of this compliance over time.

This standard includes a catalogue of various railway gauges implemented in Europe, some of which are required to ensure the interoperability, while others are related to more specific applications. This standard does not exclude the possibility of implementing other gauges not listed in the catalogue.

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1 Scope

This European Standard is applicable by authorities involved in railway operation and may also be applied for light vehicles (e.g. trams, metros, etc. running on two rails) and their associated infrastructure, but not for systems such as rail-guided buses.

It allows vehicles and infrastructures to be dimensioned and their compliance to be checked relative to the gauging rules.

For the rolling stock and for the infrastructure, this standard is applicable to new designs, to modifications and to the checking of vehicles and infrastructures already in use.

This document EN 15273-1 covers:

 the general principles;

 the various elements and phenomena affecting the determination of gauges;

 the various calculation methods applicable to the elements shared by the infrastructure and by the rolling stock;

 the sharing rules for elements taken into account in calculations specific to the infrastructure and to the vehicle;

 a catalogue of European gauges.

This document does not cover:

 conditions to be met to ensure safety of passengers on platforms and of persons walking along the tracks;

 conditions to be met by the fixed equipment maintenance machines in active position;

 the space to be cleared for the running track of rubber-tyred metros and other vehicles;

 rules applicable to extraordinary transportation, however some formulae may be used;

 rules applicable to the design of the overhead line;

 rules applicable to the design of the current collection on a third rail;

 simulation methods for the running of vehicles, therefore, it does not confirm the validity of existing simulations;

 verification rules of wagon loadings;

 coding methods for combined transportation;

 infrastructure gauges for very small curve radii (e.g. R < 150 m for gauge G1).

2 Normative references

The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies.

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EN 14067-2, Railway applications — Aerodynamics — Part 2: Aerodynamics on open track

EN 14067-3, Railway applications — Aerodynamics — Part 3: Aerodynamics in tunnels

EN 14363, Railway applications —Testing for the acceptance of running characteristics of railway vehicles —

Testing of running behaviour and stationary tests

EN 15273-2, Railway applications — Gauges — Part 2: Rolling stock gauges

EN 15273-3:2009, Railway applications — Gauges — Part 3: Structure gauges

prEN 15313, Railway applications — In-service wheelset operation requirements — In-service and off-vehicle

wheelset maintenance

EN 50367, Railway applications — Current collection systems —Technical criteria for the interaction between

pantograph and overhead line (to achieve free access)

EN 50119, Railway applications — Fixed installations — Electric traction overhead contact lines

3 Terms and definitions

For the purposes of this European Standard, the following terms and definitions apply.

3.1

(track) running surface

virtual plane coplanar with the rail tops of a track

3.2

normal co-ordinates

are measured in relation to the orthogonal axes defined in a transverse plane, normal to the longitudinal centreline of the rails in the nominal position on a theoretically perfect track

One of these axes, commonly referred to as the horizontal axis, is coplanar with the running surface.

The other axis, commonly referred to as the vertical axis, is perpendicular to the running surface and is equidistant from the rails.

For calculation purposes, the vertical axis is used as a common reference for the infrastructure and for the vehicle (see Figure 1).

Key

1 running surface

2 centreline of the vehicle and of the track

Figure 1 — Reference axes

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3.3 gauge

set of rules including a reference profile and its associated calculation rules allowing definition of the outer dimensions of the vehicle and the space to be cleared by the infrastructure

NOTE According to the calculation method implemented, the gauge will be a static, kinematic or dynamic one. 3.4

reference profile (RP)

line specific to each gauge, representing the cross-section shape and used as a common basis to work out the sizing rules of the infrastructure and of the vehicle

3.5

upper parts, lower parts

upper parts correspond to the upper zone of the gauge and the lower parts correspond to the lower zone of the gauge

NOTE The limit between the two parts is defined for each gauge. 3.6

associated rules

mathematical laws associated with each reference profile in order to size the infrastructure or a vehicle

3.7

static gauge

combination of the specific reference profile and its associated static rules

3.8

kinematic gauge

combination of the specific reference profile and its associated kinematic rules

3.9

dynamic gauge

combination of the specific reference profile and its associated dynamic rules

3.10

absolute gauging method

directory of the reference position of structures along a given route and of the dynamic rules associated with this route

3.11

comparative gauging method

set of rules allowing the comparing of the swept envelopes of various vehicles on the basis of their dynamic movements

3.12

geometric overthrow (Dpl_ior Dpl_a)

difference between the distance, measured parallel to the running surface and in the transverse direction, of a part of the vehicle under consideration to the centre of a curved track or radius R and the distance of this same part, in the same conditions, to the centre of a straight track

NOTE See detailed explanation in 5.1.

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3.13

flexibility coefficient (

s

)

ratio of the angle

η

(between the body tilted on its suspension with the plane perpendicular to the running surface) to the angle

δ

(between the running surface and the horizontal plane with the vehicle stationary on a canted track)

NOTE See detailed explanation in 5.2. 3.14

dissymmetry (

η

₀)

angle η0 that would be made by the centreline of the body of a stationary vehicle on a level track relative to the vertical in the absence of any friction.

clearance between wheelset and track (

2 d

l

−

)

transverse displacement of the wheelset in relation to the track centre.

transverse clearance between wheelset and body (

q

+

w

)

sum of the amount "q" at the level of the axle boxes and of the amount "w " between the bogie frame and the body (see Figure 2)

Key

1 transverse clearance "q" between wheelset and bogie frame or between wheelset and body for vehicles not fitted with bogies

2 transverse clearance "w" between body and bogie 3 centre of wheelset

Figure 2 — Transverse clearances

q

and

w

3.17

coefficient of displacement (

A

)

parameter "A" to take into account the orientation of the bogie and body position as a result of the wheelset position on the track

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3.18

additional overthrow (S_i or S_a)

excess geometric overthrow of the vehicle beyond the reference profile

roll centre (

C

)

rotational centre of the body

cant (D), (D_th), cant deficiency (I) and cant excess

cant D is the difference in height of the centres of the two rails of a track at the level of the running surface. The theoretical equilibrium cant Dth is the cant for which the resultant of the centrifugal acceleration and

gravity is perpendicular to the running surface at a given velocity.

Cant deficiency I is the difference between the applied cant and the theoretical equilibrium cant:

I=D_th −D (1)

A negative value of cant deficiency denotes cant excess.

3.21

quasi-static roll

corresponds to the roll movements of the vehicle due to the roll of the sprung weight under the effect of the transverse accelerations due to gravity (see Figure 14 a)) or to the centrifugal force not compensated by the cant (see Figure 14 b)).

This roll is referred to as quasi-static because it is determined for a moving vehicle on the basis of a transverse acceleration considered as steady and taking no account of the additional dynamic or random effects

3.22

random dynamic movements

additional oscillations of the vehicle, in relation to its quasi-static position, generated by theinteraction of the vehicle and the track resulting from the condition of the latter and the running speed.

They are generated by the dynamic reactions of the vehicle due to some layout defects such as:

 track geometry;

 sudden layout variations in the vicinity of turnouts;

 elastic deformation and the degradation of track due to traffic;

 a sequence of rail joints generating resonance phenomena;

 hunting movements;

 effects of cross winds and aerodynamic phenomena

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3.23

pantograph gauges and interface with the overhead line

specific reference profile combined with specific associated rules allowing verification that the pantograph head remains inside the allotted space, and location of infrastructure structures at a sufficient mechanical and electrical distance according to the pantograph head type used with live or insulated parts

3.23.1

pantograph gauge

reference profile with its associated rules allowing verification that the pantograph head in a raised position remains within the allotted space (see Figure 3)

Key

1 track centreline

2 pantograph reference profile 3 displaced pantograph head

4 contact wire raised by the pantograph

Figure 3 — Pantograph gauge

3.23.2

mechanical structure gauge

reference profile and its associated rules allowing the definition of the space to be cleared by all the structures in order to ensure passage of the pantograph in raised position, taking account of the maintenance allowances and of the displacements considered by the infrastructure (see Figure 4)

Key

1 mechanical structure gauge 2 pantograph reference profile

Figure 4 — Mechanical structure gauge

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3.23.3

electrical insulating allowance

clearance to be maintained between two parts at different potentials in given atmospheric conditions in order to ensure electrical insulation

3.23.4

electrical structure gauge

reference profile and its associated rules allowing the definition of the space to be cleared taking account of the required electrical insulating allowance in relation to the live parts of the pantograph in the raised position (see Figure 5)

a) Pantographs fitted with insulated horns b) Pantographs fitted with non-insulated horns

Key

1 pantograph reference profile 2 electrical structure gauge

Figure 5 — Electrical structure gauge

3.23.5

gauge for live roof-mounted parts

reduced gauge in relation to the maximum vehicle construction gauge taking account of a sufficient insulating clearance to the non-live parts of the infrastructure (see Figure 6)

Live parts are electrically non-protected parts of the vehicle.

They are not allowed to penetrate the hatched area.

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a) Pantograph with insulated horns b) For pantographs fitted with non-insulated horns

Key

1 maximum vehicle construction gauge

2 space which shall not be penetrated by non-insulated parts likely to remain live 3 pantograph gauge

4 electrical insulating clearance

Figure 6 — Gauge of live non-protected roof-mounted parts

3.24

reference vehicles

theoretical or actual vehicles the parameters of which are used to establish the rules associated with a reference profile to obtain a gauge

3.25

maximum vehicle construction gauge

maximum volume obtained by applying the associated rules giving reductions Ei and Ea to be subtracted in relation to the reference profile (see Figure 7)

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Key

1 reference profile

2 maximum vehicle construction gauge

3 effective construction gauge of the vehicle body 4 tapering

i

E transverse reduction in relation to the reference profile for cross-sections between bogie centres

a

E transverse reduction in relation to the reference profile for cross-sections beyond bogie centres

Figure 7 — Space available for the construction of a vehicle

3.26

structure gauge

according to the application, the following definitions are used:

3.26.1

structure limit gauge

defines the space not to be encroached upon at any time and fixes the limit for normal operation. It is used to ensure that structures allow free passage

Consequently, no structure is allowed to penetrate this space at any time

3.26.2

structure installation limit gauge

gives the space to be cleared taking into account a maintenance allowance defined according to the line speed and to the track quality at the time of the structure installation

When maintenance allowances have been fully used, a mandatory minimum clearance shall always remain to allow the operation of the vehicles

3.26.3

structure installation nominal gauge

in addition to maintenance allowances, the structure installation nominal gauge takes account of safety allowances and of reserved allowances defined for the infrastructure, e.g. of the running of special consignments, of line speed increase, strong cross winds, aerodynamic effects etc.

3.26.4

uniform structure gauge

gauge of constant cross-section used for the infrastructure

3.27

swept envelope

cross-section perpendicular to the running surface encompassing all the points swept by the vehicle under consideration with its dynamic displacements in any possible position combined with running and operating conditions on a track of a given quality

NOTE A series of swept envelopes makes it possible to determine the volume swept on a given route.

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4 Symbols and abbreviations

For the purposes of this European Standard, the symbols and abbreviations given in Table 1 are applicable.

Table 1 — Symbols and abbreviations

Symbol Designation Unit Symbol

number

a Distance between end axles of vehicles not fitted with bogies or between bogie centres

m 1.001

r

a Wheelbase "a" of the reference vehicle m 1.002

A

Coefficient of displacement 1.003

Abt

Reduction allowed on the pantograph displacement value

m 1.004

0

Abt

Reduction allowed on the pantograph displacement

value at the upper verification point

m 1.005

Abt Reduction allowed on the pantograph displacement value at the lower verification point

m 1.006

b

Semi-width or distance parallel to the running surface, relative to the track centreline or of the vehicle

m 1.007

q

'

b Actual installation distance of the platforms, measured from the rail running edge

m 1.008

b

b Thickness of the wheel flanges m 1.009

max b

b Maximum thickness of the wheel flanges m 1.010

min b

b Minimum thickness of the wheel flanges m 1.011

kin RP

b

Semi-width of the kinematic reference profile m 1.012

dyn RP

b

Semi-width of the dynamic reference profile m 1.013

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Table 1 (continued)

number

st

RP

b

Semi-width of the static reference profile m 1.014

max f

b Maximum back-to-back dimension m 1.015

min f

b Minimum back-to-back dimension m 1.016

G

b Semi-spacing of side bearers m 1.017

inf

b

Semi-width of the infrastructure m 1.018

0 gap

b

Standard width of the gap between the platform and the

step

m 1.019

actual gap

b

Actual width of the gap between the platform and the

step

m 1.020

q

b Semi-width of the platform installation m 1.021

0 q

b Semi-width of the standard platform installation m 1.022

q0a

b Semi-width of the standard platform installation on the outside of a curve

m 1.023

q0i

b Semi-width of the standard platform installation on the inside of a curve

m 1.024

lim q

b Minimum semi-width of the platform installation gauge m 1.025

r

b Semi-width of the reference vehicle m 1.026

1 r

b Semi-width of reference vehicle No. 1 m 1.027

2 r

b Semi-width of reference vehicle No. 2 m 1.028

inf r

b Semi-width of the reference infrastructure m 1.029

veh

b Semi-width of the vehicle m 1.030

) 1 ( veh b Semi-width of vehicle 1 m 1.031 ) 2 ( veh b Semi-width of vehicle 2 m 1.032 w

b Semi-width of the pantograph head m 1.033

c

Calculation constant 1.034

C

Roll centre 1.035

RP

Reference profile 1.036

d

Dimension over wheel flanges m 1.037

a

dg

Geometric overthrow of the vehicle on the outside of the

curve

m 1.038

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number

max

a

dg

Maximum geometric overthrow allowed on the outside of

the curve

m 1.039

av

dg

Vertical geometric overthrow on the outside of the curve m 1.040

i

dg

Geometric overthrow of the vehicle on the inside of the

curve

m 1.041

max

i

dg

Maximum geometric overthrow allowed on the inside of

the curve

m 1.042

iv

dg

Vertical geometric overthrow on the inside of the curve m 1.043

D

Cant m 1.044

0

D

Fixed cant value taken into account by agreement

between the vehicle and the infrastructure with regard to the kinematic gauge

M 1.045 eq D Equivalent cant M 1.046 ) 1 ( L

D Structure limit cant M 1.047

) 2 ( L

D Structure installation limit cant M 1.048

max

D

Maximum cant M 1.049

0 max

D

Standard maximum cant to allow for enlargement of the

kinematic gauge

M 1.050

Dpl

Transverse displacement M 1.051

akin

Dpl

Transverse displacement towards the outside of the

curve, taken into account for the kinematic gauge

m 1.052

adyn

Dpl Transverse displacement towards the outside of the curve, taken into account for the dynamic gauge

m 1.053

ast

Dpl Transverse displacement towards the outside of the curve, taken into account for the static gauge

m 1.054

kin

Dpl

Transverse displacement taken into account for the

kinematic gauge

m 1.055

dyn

Dpl Transverse displacement taken into account for the dynamic gauge

m 1.056

dyn(A)

Dpl Transverse displacement of the vehicle A taken into account for the dynamic gauge

m 1.057

dyn(B)

Dpl Transverse displacement of the vehicle B taken into account for the dynamic gauge

m 1.058

ikin

Dpl

Transverse displacement towards the inside of the

curve, taken into account for the kinematic gauge

m 1.059

idyn

Dpl Transverse displacement towards the inside of the curve, taken into account for the dynamic gauge

m 1.060

(22)

--`,,```,,,,````-`-`,,`,,`,`,,`---20

number

ist

Dpl Transverse displacement towards the inside of the curve, taken into account for the static gauge

m 1.061

st

Dpl Transverse displacement taken into account for the static gauge

m 1.062

D

add Additional cant m 1.063

th

D Theoretical equilibrium cant m 1.064

a

e Vertical reduction on the outside of the curve m 1.065

i

e Vertical reduction on the inside of the curve m 1.066

p

e Offset of the pantograph due to the vehicle characteristics

m 1.067

po

e Offset of the pantograph at the upper verification point m 1.068

por

e Offset of the reference vehicle roof-mounted pantograph at the upper verification point

m 1.069

pr

e Offset of the pantograph due to the reference vehicle characteristics

m 1.070

pu

e Offset of the pantograph at the lower verification point m 1.071

pur

e Offset of the reference vehicle roof-mounted pantograph at the lower verification point

m 1.072

v

e Lowering of track components m 1.073

E

Transverse reduction relative to the reference profile m 1.074

a

E Transverse reduction relative the reference profile for cross-sections beyond the axles or beyond the bogie centres

m 1.075

i

E Transverse reduction

relative the reference profile for cross-sections between the axles or between the bogie centres

m 1.076

fra

E Width to be cleared for the projection of collector shoes on the outside of a curve

m 1.077

fri

E Width to be cleared for the projection of collector shoes on the inside of a curve

m 1.078

s

f Raising of the contact wire m 1.079

so

f Raising of the contact wire at the lowest temperature, measured in relation to its position for the mean temperature

m 1.080

v

f Contact wire sag. Initial sag including the sag between the hangers

1.081

(23)

--`,,```,,,,````-`-`,,`,,`,`,,`---21

number

w

f Contact wire sag at the highest temperature, measured in relation to its position for the mean temperature

1.082

wa

f Wear of the head 1.083

ws

f Displacement caused by the head roll 1.084

F

Fixed value taken into account in the additional

overthrows

m 1.085

g

Acceleration due to gravity m/s2 1.086

G

Centre of gravity of the body 1.087

h Height in relation to the running surface m 1.088

o

'

h Maximum verification height of the pantograph gauge in a raised position

m 1.089

u

'

h Minimum verification height of the pantograph gauge in a raised position

m 1.090

c

h Roll centre height m 1.091

0 c

h Value of hc used for the agreement between the vehicle and the infrastructure

m 1.092

RP

h

Height of the reference profile m 1.093

eff

h Effective height of the raised pantograph m 1.094

elec eff

h Effective height of the raised pantograph plus the electrical insulation

m 1.095

f

h Height of the contact wire m 1.096

max

h

Maximum height available for the infrastructure below

the lower horizontal line of the reference profile

m 1.097

min

h

Height of the lower horizontal line of the reference profile m 1.098

) 1 min(

h

Height of the lower horizontal line of the special

reference profile of the lower parts for vehicles having to pass over marshalling humps and activated rail brakes

m 1.099

) 2 min(

h

Height of the lower horizontal line of the special

reference profile of the lower parts for vehicles having to pass over marshalling humps and disengaged rail brakes

m 1.100

RP min

h

Height of the bottom corner of the reference profile m 1.101

ec

h

Height of the platform edge coping m 1.102

(24)

--`,,```,,,,````-`-`,,`,,`,`,,`---22

number

q

h Height of the platforms m 1.103

t

h Installation height of the lower pantograph joint in relation to the running surface

m 1.104

min u

h Minimum height specified for the vertical geometric displacements of the vehicle above the reference profile as a function of the vertical curve of the track

m 1.105

veh

h Height of the vehicle m 1.106

I

Cant deficiency m 1.107

c

'

I Intermediate cant deficiency value between 0 and Ic m 1.108

p

'

I Intermediate cant deficiency value taken into account for tilting body vehicles

m 1.109

c

I Maximum cant deficiency used by the infrastructure manager for his routes

m 1.110

eq

I Equivalent cant deficiency m 1.111

) 1 ( L

I Structure limit cant deficiency m 1.112

) 2 ( L

I Structure installation limit cant deficiency m 1.113

max

I

Maximum cant deficiency m 1.114

0 max

I

Standard maximum cant deficiency to take into account

the suspension displacements with regard to the kinematic gauge

m 1.115

0

I

Fixed cant deficiency value taken into account by

agreement between the vehicle and the infrastructure with regard to the kinematic gauge

m 1.116

p

I Cant deficiency of tilting body vehicles m 1.117

I

add Additional cant deficiency m 1.118

j

Minimum vertical reference clearances at the level of the

side bearers

m 1.119

a

'

j Additional transverse clearances, towards the outside of the curve, relative to those of the reference vehicle

m 1.120

i

'

j Additional transverse clearances, towards the inside of the curve, relative to those of the reference vehicle

m 1.121

J Actual vertical clearance at the level of the side bearers m 1.122

k

Security coefficient to take into account track irregularities

1.123

K

Quasi-static roll coefficient taken into account by the infrastructure

m 1.124

(25)

--`,,```,,,,````-`-`,,`,,`,`,,`---23

number

'

K

Quasi-static roll coefficient taken into account for the pantograph reference profile

1.125

l

Track gauge, distance between the rail running edges m 1.126

b

l Width of tyre m 1.127

cr

l Position of the check rail in relation to the rail running edge

m 1.128

N

l Nominal track gauge m 1.129

max

l

Maximum track gauge m 1.130

act

l

Actual track gauge m 1.131

1 dR

L Developed length of radius R1 m 1.132

fl

l

Width of the flangeway in relation to the rail running edge

m 1.133

L

Standard distance between the centrelines of the rails of the same track

m 1.134 ) 1 (

M

Mandatory allowance m 1.135 in ) 1 ( k

M

Mandatory allowance with regard to the kinematic gauge m 1.136

d ) 1 (

M Part of the mandatory allowance M(1) due to the loading dissymmetry and the suspension adjustment

m 1.137

dyn ) 1 (

M Mandatory allowance with regard to the dynamic gauge m 1 .138

osc ) 1 (

M Part of the mandatory allowance M(1) due to the transverse oscillations of the vehicle with regard to the kinematic gauge m 1.139 st ) 1 (

M Mandatory allowance with regard to the static gauge m 1.140

) 2 (

M

Infrastructure maintenance allowance m 1.141

kin ) 2 (

M

Usable allowance with regard to the kinematic gauge m 1.142

kin ) 2 ( D

M

Part of the usable allowance M(2) due to the crosslevel

errors T_D with regard to the kinematic gauge m 1.143

dyn ) 2 ( D

M Part of the usable allowance M(2) due to the crosslevel

errors T_D with regard to the dynamic gauge m 1.144

dyn ) 2 (

M Usable allowance M(2) with regard to the dynamic gauge m 1.145

(26)

--`,,```,,,,````-`-`,,`,,`,`,,`---24

number

st ) 2 (

M Usable allowance with regard to the static gauge m 1.146

M

(2)track Part of the usable allowance M(2) due to the transverse displacement of the track

m 1.147

) 3 (

M

Additional infrastructure allowance m 1.148

fb

M Vertical allowance for the passage onto ferries m 1.149

i

M Electrical insulation allowance m 1.150

) 1 ( osc

M Allowance for the dynamic roll due to the oscillations of vehicle No. 1 m 1.151 ) 2 ( osc

M Allowance for the dynamic roll due to the oscillations of vehicle No. 2

m 1.152

v

M Reserve vertical allowance m 1.153

) 1 ( v

M Mandatory vertical allowance m 1.154

) 2 ( v

M Maintenance vertical allowance m 1.155

) 3 ( v

M Additional vertical allowance m 1.156

n

Distance from the section under consideration to the adjacent end axle or to the closest pivot

m 1.157

a

n n for the sections outside the axles or bogie centres m 1.158

ar

n na of the reference vehicle m 1.159

i

n n for the sections between the axles or bogie centres m 1.160

ir

n ni of the reference vehicle m 1.161

r

n Distance from the section under consideration to the adjacent end axle or to the closest pivot of the reference vehicle

m 1.162

p

Bogie wheelbase m 1.163

o

P Reduction at the upper verification point of the pantographs

m 1.164

oa

P Reduction at the upper verification point of the pantographs beyond the bogie centres

m 1.165

oi

P Reduction at the upper verification point of the pantographs between the bogie centres

m 1.166

fl

P

Depth of the flangeway necessary to allow passage of

the wheel flange

m 1.167

r

p Reference vehicle bogie wheelbase m 1.168

u

P Reduction at the lower verification point of the pantographs

m 1.169

(27)

--`,,```,,,,````-`-`,,`,,`,`,,`---25

number

ua

P Reduction at the lower verification point of the pantographs beyond the bogie centres

m 1.170

ui

P Reduction at the lower verification point of the pantographs between the bogie centres

m 1.171

q

Transverse clearance between wheelset and bogie frame, or wheelset and body for vehicles not fitted with bogies

m 1.172

r

q Transverse clearance between wheelset and bogie frame, or wheelset of the reference vehicle

m 1.173

a

qs Displacement due to the quasi-static roll taken into account by the infrastructure outside the reference profile on the outside of the curve

m 1.174

i

qs Displacement due to the quasi-static roll taken into account by the infrastructure outside the reference profile on the inside of the curve

m 1.175

Q

Displacement due to the complete quasi-static roll m 1.176

r

Reserve m 1.177

R

Horizontal curve radius m 1.178

1

R

Different curve radii used in junction work m 1.179

2

R

Different curve radii used in junction work m 1.180

c

R

Critical curve radius m 1.181

min

R

Minimum curve radius m 1.182

p

R Radius corresponding to the maximum roll of a tilting body vehicle

m 1.183

th

R Theoretical curve radius of junction work m 1.184

v

R Vertical curve radius m 1.185

min v

R Minimum vertical curve radius m 1.186

s

Flexibility coefficient 1.187

0

s

Flexibility coefficient taken into account in the agreement

between the vehicle and the infrastructure

1.188

0

'

s

Flexibility coefficient taken into account in the agreement

between the vehicle and the infrastructure for the pantograph gauge

1.189

lim

s

Limit value of the flexibility coefficient 1.190

r

s Flexibility coefficient of the reference vehicle 1.191

(28)

--`,,```,,,,````-`-`,,`,,`,`,,`---26

number

S

Allowed additional overthrow m 1.192

0

S

Standard value of additional overthrow linked to the

reference profile

m 1.193

0

'

S

Standard value of additional overthrow linked to the

pantograph reference profile

m 1.194

a

'

S Allowed additional overthrow on the outside of the curve for pantographs

m 1.195

i

'

S Allowed additional overthrow on the inside of the curve for pantographs

m 1.196

a

S Allowed additional overthrow on the outside of the curve m 1.197

kin

a

S

Allowed additional overthrow on the outside of the curve

with regard to the kinematic gauge

m 1.198

dyn a

S Allowed additional overthrow on the outside of the curve with regard to the dynamic gauge

m 1.199

st

a

S Allowed additional overthrow on the outside of the curve with regard to the static gauge

m 1.200

kin

S

Allowed additional overthrow with regard to the

kinematic gauge

m 1.201

dyn

S Allowed additional overthrow with regard to the dynamic gauge

m 1.202

eq

s Equivalent value of the flexibility coefficient 1.203

i

S Allowed additional overthrow on the inside of the curve m 1.204

kin

i

S

Allowed additional overthrow on the inside of the curve

with regard to the kinematic gauge

m 1.205

dyn i

S Allowed additional overthrow on the inside of the curve with regard to the dynamic gauge

m 1.206

st

i

S Allowed additional overthrow on the inside of the curve with regard to the static gauge

m 1.207

st

S Allowed additional overthrow with regard to the static gauge

m 1.208

t

Pantograph flexibility coefficient m 1.209

r

t

Reference vehicle pantograph flexibility coefficient m 1.210

b

T Construction tolerance of the vehicle in the transverse direction

m 1.211

load

T

Angle of dissymmetry, considered in ηor for poor load distribution

° 1.212

D

T Track crosslevel errors between two maintenance periods

m 1.213

N

T Track vertical tolerance m 1.214

(29)

--`,,```,,,,````-`-`,,`,,`,`,,`---27

number

osc

T Crosslevel error selected for calculation of oscillations caused by track irregularities

m 1.215

q

T Installation tolerance of the platforms m 1.216

susp

T Angle of dissymmetry, considered in η0r for poor suspension adjustment

° 1.217

track

T

Transverse displacement of the track between two

periods of maintenance m 1.218

v

Vehicle speed m/s 1.219

V

Vehicle speed km/h 1.220 c '

V Intermediate value of the standard train speed km/h 1.221

p

'

V Intermediate value of the tilting train speed km/h 1.222

VF

Fixed value m 1.223

) 0 (I

o

VF Fixed value considered at the upper verification point of the pantographs for a cant deficiency I0

m 1.224

) max (I

o

VF Fixed value considered at the upper verification point of the pantographs for a cant deficiency Imax

m 1.225

) 0 (I

u

VF Fixed value considered at the lower verification point of the pantographs for a cant deficiency I0

m 1.226

) max (I

u

VF Fixed value considered at the lower verification point of the pantographs for a cant deficiency Imax

m 1.227

w

Transverse clearance between bogie and body m 1.228

(R)

w Transverse clearance between bogie and body varying as a function of the track curve radius

m 1.229

(R) a

w Transverse clearance between bogie and body towards the outside of the curve varying as a function of the track curve radius

m 1.230

(R) i

w Transverse clearance between bogie and body towards the inside of the curve varying as a function of the track curve radius

m 1.231

r

w Transverse clearance between bogie and body of the reference vehicle

m 1.232

x

Distance taken into account from the point of origin O for the calculation of ev

m 1.233

z

Part of the quasi-static roll taken into account by the vehicle

m 1.234

'

z

Difference between the transverse roll based on the calculation and the actual roll of the upper verification point of the pantograph

m 1.235

(30)

--`,,```,,,,````-`-`,,`,,`,`,,`---28

number

''

z

Difference between the transverse roll based on the calculation and the actual roll of the lower verification point of the pantograph

m 1.236

0

z

Fixed value available to the vehicle on the outside of the

static reference profile to allow quasi-static roll of the vehicle

m 1.237

kin

z

Quasi-static roll of the vehicle with regard to the kinematic gauge

m 1.238

dyn

z Quasi-static roll of the vehicle with regard to the dynamic gauge

m 1.239

kin

p

z

Quasi-static roll of the tilting body vehicles with regard to

the kinematic gauge

m 1.240

dyn p

z Quasi-static roll of the tilting body vehicles with regard to the dynamic gauge

m 1.241

α

Additional angle of roll of the body due to the clearance to the side bearers

° 1.242

osc

α Angle corresponding to the value Tosc expressed in millimetres

° 1.243

'

α

Angle of the inclined part of the pantograph head in relation to the horizontal

° 1.244

''

α

Angle made by the gangway between the platform and the ferry

° 1.245

β Crossing angle of turnouts radian 1.246

γ _{Centrifugal acceleration} _m/s2

1.247 D

'

γ

Centripetal acceleration due to the cant m/s2 1.248

I

'

γ

Centrifugal acceleration resulting from the cant deficiency

m/s2 1.249

a

∆ _{Fixed term corresponding to:}

( ) 4 2 p n a na + a − m2 1.250 bi

∆ Additional width on the inside of the curve m 1.251 ba

∆ Additional width on the outside of the curve m 1.252

dyn h

∆ Vertical movement of the vehicle taken into account for the dynamic gauges

m 1.253

i

∆ _{Fixed term corresponding to:}

( ) 4 2 i i p n a n + − m 2 1.254

δ

Angle of roll of the canted track ° 1.255

qa

δ

Value for the distance to the platform on the outside of the curve in relation to the gauge for the structures in the inclined position of value δ

m 1.256

max

qa

δ

Maximum value of δqa m 1.257

EN 15273-1

Railway applications —

Gauges

Part 1: General — Common rules for

infrastructure and rolling stock

National foreword

--`,,```,,,,````-`-`,,`,,`,`,,`---NORME EUROPÉENNE

EUROPÄISCHE NORM

Railway applications - Gauges - Part 1: General - Common rules

for infrastructure and rolling stock

--`,,```,,,,````-`-`,,`,,`,`,,`---2

Contents

--`,,```,,,,````-`-`,,`,,`,`,,`---3

--`,,```,,,,````-`-`,,`,,`,`,,`---4

--`,,```,,,,````-`-`,,`,,`,`,,`---5

--`,,```,,,,````-`-`,,`,,`,`,,`---6

Foreword

--`,,```,,,,````-`-`,,`,,`,`,,`---7

Introduction

--`,,```,,,,````-`-`,,`,,`,`,,`---8

1 Scope

2 Normative references

--`,,```,,,,````-`-`,,`,,`,`,,`---9

3 Terms and definitions

--`,,```,,,,````-`-`,,`,,`,`,,`---10

--`,,```,,,,````-`-`,,`,,`,`,,`---11

s

η

δ

η

2

d

l

−

q

+

w

q

w

A

--`,,```,,,,````-`-`,,`,,`,`,,`---12

C

--`,,```,,,,````-`-`,,`,,`,`,,`---13

--`,,```,,,,````-`-`,,`,,`,`,,`---14

--`,,```,,,,````-`-`,,`,,`,`,,`---15

--`,,```,,,,````-`-`,,`,,`,`,,`---16

--`,,```,,,,````-`-`,,`,,`,`,,`---17

4 Symbols and abbreviations

A

Abt

Abt

b

b

b

--`,,```,,,,````-`-`,,`,,`,`,,`---18

b

b

b

b

c

C

RP

d

dg

--`,,```,,,,````-`-`,,`,,`,`,,`---19

dg

dg

dg

dg

dg

D

D

D

D

Dpl

Dpl

Dpl

Dpl

--`,,```,,,,````-`-`,,`,,`,`,,`---20

D